1908-22 - Of interest is that the elder Lanier was also
inventor of the ice cream cone, which he created while an
exhibitor at the 1898 Columbian Exposition in Chicago. Although
he had a profitable business selling patented cone-making
machines, his real fascination was with flight.

NOTE: if interested in Lanier's theories and applications, an
incredibly detailed and scholarly 32-page research project is
presently (2007) online as a downloadable PDF file. A 23-page
version is also available in HTML format via Google search but
lacks all graphics pertaining to the text.

Vacuplane 1928-33 - A series of experiments to explore Lanier's
ideas on low-speed flight. Relative US patents from 1930-33:
#1,750,529, #1,779,005, #1,803,805, #1,813,627, #1,866,214, and
#1,913,809. The idea was to adopt the vacuum principle for
inherent stability, especially at stalling conditions. Low
speed was achieved by placing an upwardly-open concave cell
("vacuum cell") in the center section of the aircraft, most
often blending into the fuselage. Slots were also involved.
Hence reduced air pressure evolved in the cell which, of
course, had a positive influence on the lift. Most
Vacuplanes involved the University of Miami aeronautics
department and its director, Prof F H Given, to some
degree—details are sketchy. Vacuplane documentation is chaotic,
and likely no one will ever sort it out, so the following
information on the XLs should be regarded as a mixture of facts
with some added educated guesses. (— Lennart Johnsson)

XL-1 1928 = 1pOlwM; Anzani; span: 8'10"(?).
The wings were spaced away from the fuselage to allow the air to
flow against the vacuum cell. [3505] c/n 1.

XL-2 1930 = 1pCmwM; 85hp LeBlond 5DF. Here
the vacuum cell was mounted as a separate box on top of the
fuselage. Full-cantilever wing with a span of at least 25',
reportedly a modified Durand 13 airfoil. Twin fins and rudders.
Pilot in an enclosed cabin under the wing. [X816Y] c/n XL-2.

XL-3 c.1931 = 1pChwM; span: 13'10" v:
90/x/25; take-off in about 50'.

XL-4 1931 = 1pChwM; LeBlond. XL-3 modified
with stabilizing wingtip "winglets"; v: 110/x/25. The wing was
mounted as a parasol on top of a central pillar which also
housed the pilot. [11512] c/n X-141.

LVF (XL-5) 1932 = 1p or 2pOmwM; 36hp
Aeronca; span: 14'4" load: 225# v: 96/80/30 range: 250. Take-off
run: 90'. A number of pilots found it stable enough not to
slip or dive in a stall. In landing it had a tendency to favor
a steep descent with control maintained at minimum forward
speed. [X12865] c/n XL-5. Some data refer to it as
XL-5> from its c/n. A mysterious, Roman-numbered XL-III
referred to in some documents might be identical with this one.

passage being converging from, and rising upwardly and
rearwardly from an inlet on the lower aerofoil surface, the
passage being defined by a fixed front wall and a rear wall 63
movable from a closed position, Fig. 1, in which both ends of
the passage are closed, and a passage open position, Fig. 2, in
which a lower portion 62 of the rear wall forms a scoop
projecting below the lower surface of the aerofoil, there being
a flap 74 pivoted on this lower portion which moves from a
closed position flush with the aerofoil, Fig. 1, to an open
position projecting below the scoop. Fig. 2. There may be a
further flap 29 on the upper aerofoil surface, and a further
converging passage 17 further forward on the aerofoil. The
movable rear wall may comprise a flexible surface 63, 53 of
which the upper part is pulled open by a link 66, 58, the lower
part only being attached to ribs 64, 43 which pivot at 66, 56 to
open the inlet of the passage. The scoop 62 and the flap 74,
Fig. 4, both assist in increasing the airflow through the
passage, where it is accelerated and then added to the boundary
layer on the upper aerofoil surface. It is stated that an
aircraft with wings of a cross-section as shown flew at 19 miles
per hour without loss of height. Actuation,-The linkage may be
controlled by torque tubes 19, 21 which in turn control either
rods, as shown, or cables, and/or possibly hydraulic circuitry
or electric servomotors. Actuation of torque tube 21 alone will
move spoiler flap 29 only (by links 23 and 28), the compensatory
mechanisms 24, 26 imparting no movements to arms 47, 69 until
arms 46, 68 are moved by torque tube 19. Movement of torque tube
19 opens both the passages 17, 18, the throat of the front
passage 17 being controlled by link 34, bellcrank 36 and link
58, and link 32, crank 33 and link 42 controlling the movement
of rib 54 pivoting at 56, links 34, 37 transmitting control to
similar linkages for the rear passage 18. As the front passage
is opened crank 33 transmits via rod 44 a movement to arm 46 of
the compensating mechanism 24. This transmits a portion of this
movement to arm 47, the portion depending on the position of arm
31. Movement of arm 47 controls flap 57 by link 48, bellcrank 49
and link 51. The rear flap 74 is similarly controlled via
compensating mechanism 26.